Gas-engine.



M. L. WILLIAMS. GAS ENGINE.

APPLICATION HLED OCT- 4, I912- RENEWED SEPT. I0. 1917. 1,261,085. Patented. @112, 1918.

6 SHEETS-SHEET 1. 1i

M. 1.. WILLIAMS.

GAS ENGINE.

APPLICATION FSLEB QCY. 4, I912 RENEWED SEPT. $0, 1911.

Patented Apr. 2, 1918 6.SHEETSSHEET 2.

A /I/// A /Allfil w I A I f 0 1 M. L. WiLLIAMS.

GAS ENGINE.

APPLICATION FILED OCT-4,1912. RENEWED SEPT. I0. 1917.

1 ,26 1,085. Patented ApE. 2, 1918.

6 SHEETS-SHEET 3.

M. L. WSLUAMS GAS ENGINE. APPLICATION FILED OCT. 4, I912. RENEWED SEPT. H). 19H- 1,261,085. Patented Apr. 2, 1915 6 SHEETS-SHEET 4. lay-1K M. L. WILLIAMS.

GAS ENGINE.

APPLICATION HLED OCT. 4, 1912. RENEWED SEPT. 10. ten.

Patented Apr. 2, 1918.

6 SHEETS-SHEET 6 Mm m UNITED STATES PATENT OFFICE.

MARTIN L. WILLIAMS, OF SOUTH BEND, INDIANA, ASSIGNOB, BY MESNE ASSIGNMENTS, TO GILLETTE MOTORS COM?ANY, OF CHICAGO, ILLINOIS, A CORPORATION OF WEST VIRGINIA.

GAS-ENGINE.

To all whom it may concern:

Be it known that I, MARTIN L. WILLIAM-s, a citizen of the United States, residing in the city of South Bend, county of St. Joseph, and State of Indiana, have invented certain new and useful Improvements in Gas-En gines, of which the following is a specifics tion.

This invention relates to improvements in gas engines and refers more particularly to a four cycle gas engine 'of the single sleeve rotary valve type.

Among thesalient objects of the invention are to provide a construction having a maximum port area at both ends of the cylinder; to provide a construction, in which both the inlet and exhaust gases enter and leave the cylinder at either end of the latter; to pro vide a construction in which this maximum port area is ening the cylinder or sleeve walls, to pro vide a construction in which the inlet and. exhaust ports are so distributed or arranged as to obtain a uniform temperature over the entire cylinder wall; to provides construction in which the exhaust and inlet ports of both the cylinder and valve sleeve are sym metrically and alternately arranged so as to obtain a positive timing of the opening and closing of these orts relative to the piston stroke; to provi e a construction in which the main inlet ports are arranged near the lower end of the cylinder and in which the supplementary inlet ports are arranged at the upper end of the cylinder, the latter serving to prevent an excessive vacuum pull on the intake stroke of the piston; to provide a construction in which the exhaust is at the lower end of the cylinder but in which a su lementnry or scavenging exhaust is provi ed at the upper end of the c linder; to provide in a construction of the c aracter referred to novel means for strengthening the upper end of the cylinder and sleeve and which at the same time forms a as tight joint in the cylinder head; to rovidc a construction in which the valve 5 cave is driven directly and positively from the crank shaft; to provide a construction in which the driving mechanism is all concealed with in the crank case and is at all times submerged in lubricating fluid; to provide a. construction which is adapted for a wide Specification of Letters Patent.

obtained without unduly weak- Patented A pr. 2. 1918.

Renewed September 10, 1917. Serial No 190,661.

variety of uses and in general to plOVlTlB an improved construction of the character re ferret] to.

The invention consists in the matters hereinafter described and more particularly pointed out in the appended claims.

In the drawings-- Figure 1 is a vertical. sectional view of my improved gas engine;

Fig. 2 is a vertical sectional view taken on lines 2- 5 of Fig.1 and looking in the direction of the arrows;

Fig. 3 is a side elevation 'with parts broken away and showing in section the cylinder portions of the engine, the drawing being made on an enlarged scale,

Fig. 4 is a horizontal sectional view taken on lines 4.-4 of Fig. 2 and looking in the direction of the arrows, the View being taken however on the scale shown in F ig. 3;

Fig. :3 is a similar sectional view taken on lines 5-5 of Fig. 2 and looking in the direction of the arrows; this view taken on the same scale as Fig. 4;

Fig. 6 is a vertical sectional view of the valve sleeve and detachable cylimler head.

Fig. 7 is a horizontal sectional view of the sleev showing the ports at the upper end;

Fig. 8 is a similar view showing the ports at the lower end;

Fig.9 is a fragment- My view of the eylinder laid out flat and showing more particu larly the alternate arrangement of the inlet and exhaust ports;

Fig. 10 is a fragmentary vertical s66- tional view taken on lines 10-10 of Fig. 9 and showing more particularly the manner in which the gas passes into the exhaust chamber;

Fig. 11 is a view similar to Fig. 10 taken on lines 11-11 of Fig. 9 and showing the manner in which the gas enters the cylinder from the inlet chamber.

In Figs. 1 and 2, the piston is shown at the end of the intake stroke and in the remaining figures the parts are shown in the same relation.

Referring to the drawings 1 desi notes as a whole the crank case, 2 the eran shaft, and 3 the balance wheel. On the crank shaft is mounted a spur gear iwhich is connected to another spur gear 5 ,by a chain drive 6. The gear 5 ismounted till 'tively.

.on a rotary shaft 7 journaled in suitable bearings in the upper end of the crank case. To the shaft 7 is fixed a Worm gear 8. Around the upper end of the crank case is rigidly fixed a piston cylinder 9. Within this cylinder is mounted a rotary valve sleeve 10,. in the lower end of which is fixed a worm gear 11'. A piston '12 slides within the valve sleeve 10 and is secured to the crank shaft by means of a pitman 13 in the usual manner.

Within the upper end of the cylinder is seated a detachable c linder head 14, the lower end of which ts within the valve sleeve 10. The cylinder head is rigidly secured to the cylinder by means of bolts 15. Between thesleeve wall and the cylinder ex tension 16 of the head is interposed a slit sealing ring 17 which is locked to the cylinder head by a pin 17 The lower end of the cylinder head extension 16 is providedwith a flange 18 to hold the split ring 17 in posi tion.

In order to oil or lubricate the bearing parts of the cylinder I provide an oil pump 19 which is seated in an oil reservoir 20 in the lower end of the crank case. This pump is driven from the worm shaft 7 by means of tin eccentric 21 and pump rod 22. Oil is delivered from the pump 19 to a supply pipe 23 which leads to the upper end of the cylinder as shown at 24. The upper end of t e cylinder head is provided with a passage way 25 to communicate with the compression pump of the cylinder (not shown): In the upperend of this passage way is seated a compression release cock 26.

The cylinder wall is surrounded by a water-jacket 27. Water enters through a supply pipe connection in the lower end of the f water 'acket, passes around the cylinder wall and t encej into an annular chamber 29.

The waterpasses frointhe water jacket to the annula'r chamhei- 29 by meansofa serie of passageways or conduits 30, 30- formed in the cylinder. From the annular chamber 29 the water-passes through ports 31 into a second water chamber 32 formed in the cylinder head; A delivery oi discharge pipe 33 is connected to the second water, jacket 32.

Around the cylindgnwall'isformed a pair of annular inlet chitmlce'rs'fi t and 35, at the upper and lower en respectively. Gas bers .bytm'eansr conneetjpggwith a the cylinders exhaust chamber 5 ofthe, cylinder walls illwi'recl v. p i roll f med a he? rranged immediately U fnbers 34 and 35 respite? The exhaust gases fror'n these chambeneath theihl' bars 38 and 39 .pass to. a mum exhaust petsedge 40 by means of a manifold '41.

The upper inlet and exhaust passagsfll and 38 iare divided by a staggered partition wall 42 all times in, fixed relation totheports in the which is shown laid out flat in the upper portion of Fig. 9. This )artition wall is staggered, or provided with alternate oil'set portions in order to cause the exhaust and inlet ports hereinafter described to re istcr with the res ective inlet and exhaust c mun bers It will be noted that the passage ways 30, 30 between. the water jacket and water chamber 29 pass through this partition or bridge wall 42. The lower inlet chamber 35 and exhaust chamber 39 are similarly divided by a staggered partition wall 43 shown laid out flat in the lower part of Fig. 9. This partition wall 43 does not however, have any water passage ways through it as does the upperbridge wall 42.

Describing now the port arrangement in the cylinder wall. the upper end of this wall is provided with a series of circumferentially extending inlet orts 44 and exhaust ports 45, these ports lieing alternately arranged as shown in the drawings. In the present instance there are siz'c'yof these inlet ports and six exhaust ports at theupper end number of inlet ports 46 and exhaust ports 47. Itwill-be noted however, that both of the inlet and exhaust ports-at the upper end of the cylinder are longer vertically than horizontally while both the inlet and exhaust 'ports at the lower=ejnd of the cylinder are longer horizontally than vertica ly. It is also to'be noted that'the inlet ports at e ppper end of the cylinder are narrower than he upper exhaust ports for a purpose hereinafter described. The exhaust an inlet ports at the bottom of the cylinder are however of the same size.

The annular extension 16 of the cylinder head and the split ring 17 are each provided with six'ports 48and 49 respectively. These )Ol'tS 48 and 49 are vertically of the same length as the ports in the cylinder, and of sufficient width. horizontally to bridethe adjacent inlet and exhaust ports in tli inder wail. inasmuch asthe head and ring do not move, these ports 48 and 49 are at othesechain Q n Hewett-ini uofann ilar M239: r sri tweln i circumthat the ports in the upper end of the sleeve are oil-set, orin other words, do not lie in e cylg pirspaced. apart ports 51"which areofthe same height and the same vertical plane as the ports in the lower end of the sleeve.

The arrangement of these ports is such that all of the ports in the upper end of the sleeve simultaneously register with all of the inlet ports in the upper end of the cylinder, and the same is true with reference to the exhaust ports in the upper end of the cylinder. In exactly the same manner the ports in the lower end of the sleeve simultaneously register with either the inlet or exhaust ports in the lower end of the cylinder. The sleeve is geared to the crank shaft by a one to twelve reduction. in other words, the sleeve will. rotate one hundred times while the crank shaft is making twelve hundred rotations, Accordingly, the sleeve makes one twenty fourth of a revolution while the piston travels from the top to the bottom of the cylinder or vice versa.

Describing now the operation of the device, as the piston starts down on the first intake stroke, the ports in the upper end of the sleeve register with the inlet ports in the upper end of the cylinder. and a relatively small amount of gas rushes into the cylinder. At this time the exhaust ports at the upper end of the cylinder are closed. The lower ports are of course, closed by the piston. As the piston descends on the intake stroke itcreates a vacuum drawing in the gas through the upper inlet port. These 1 upper inlet ports are however, not sufiiciently large to let a full charge of gas enter the cylinder. As the piston reachesithe end of its intake stroke it uncovers the lower inlet ports and the main charge of gas rushes into the cylinder by reason of the vacuum created on the intake stroke. The revolutions of the sleeve are so timed relative to the crank shaft that the ports at the lower end of the sleeve register with the ports at the lower end of the cylinder as the piston approaches the end of its intake stroke. As the piston starts up on the compression stroke it covers the ports in the lower end of-the cylinder. At this time the sleeve has rotated sufficiently to cover both the inlet and .ex-

haust ports in the upper end of the cyiinder. The sleeve is so arranged that these ports will remain closed not only during the entire compression stroke but during the entire power stroke. As the piston approaches the end of the power stroke the sleeve has rotated so that. its lower ports register with the exhaust ports in the lower end of the cylinder while the inlet ports in the lower end of the cylinder are closed. As the piston covers the lower exhaust ports on the upward exhaust stroke the upper exhaust ports are uncovered by the sleeve, and remain uncovered durin the remainder of the scavenging stroke 0 the piston. During this stroke the inlet ports at the top of the cylinder are closed. On the next stroke or intake of the piston the upper inlet ports are uncovered and the upper exhaust ports are closed and the cycle takes place as before.

The invention is not limited to the details ofconstruction except as set. fortl: in the appended claims.

I claim as my invention:

1. In a four cycle gas engine the combination with a cylinder having a series of circlunferentially disposed. and equi-spaced apart inlet ports at its upper and lower ends and similarly arranged exhaust ports alternately disposed relative to the inlet ports, a rotary valve sleeve Within said cylinder and having a series of ports at its upper and lower ends cooperating with said cylinder ,ports, a piston moving in said sleeve and means for driving said piston and sleeve in properly timed relation.

2. In a four cycle gas engine, the combination with a cylinder, havin a series of laterally disposed and alternate y arranged inlet and exhaust ports at its upper and lower ends respectively, a rotary valve sleeve extending within said cylinder and provided at its upper and lower ends with ports cooperating with said cylinder ports, a crank case, a crank shaft mounted in said case, a piston reciprocating in said sleeve, 9. pitman connecting said crank shaft and piston and gearing inclosed within said case for driving said sleeve from the crank shaft.

3. In a four cycle gas engine, the'combination with a cylinder having a plurality of alternately arranged inlet and exhaust ports at both its upper and lower ends, a rotary valve sleeve within said cylinder and having ports at its,upper and lower ends cotiperating with said cylinder ports, an annular inlot and exhaust chamber at each end of the cylinder communicating with the respective inlet and exhaust ports, a piston reciprocating in said sleeve and means for actuating said piston and sleeve in timed relation.

4. Ina four 0 cle gas engine, the oombi-' nation with a cy inder havin a lurality of alternately arranged inlet an ex haust ports at both its upper and lower ends, a rotary valve sleeve within said cylinder and having ports at its upper and lower ends cotiperating with said cylinder ports, an annular inlet and exhaust chamber communicating with the respective inlet and exhaust ports at the end of the cylinder, manifolds connecting the respective inlet and exhaust chambers, a piston reciprocating in said sleeve, a crank shaft, a pitman'connecting said piston and crank shaft and reduction gearing driven from the crank shaft for rotating said sleeve in timed relation relative to the piston.

, 5. In a four-cycle gas engine, the 'combination with a cylinder rovided at its upper end with inlet and witli exhaust ports, and at its lower end with inlet and exhaust ports,

a gas supply chamber communicating with nation with a ray said inlet ports and an exhaust chamber communicating with said exhaust ports whereby live gas is'supplied to'either en of the cylinder, and ,gases' escape from either endvofsaid cy, der, a piston reciprocating in said cylinder, a rotary valve sleeve having ports at either end controlling said inlet and exhaust ports, of the cylinder, and means for actuating said piston and rotating said;sleeve in properly timed relation.

6. In a four cycle gas engine, the combination with a cylinder having a series of alternately disposed inlet and exhaust ports nation "with' a c "lindcr providedatq.itsgup per end with in ct and vvith' exhaust, lifts,

and atits'lowercndv with inlet and e aust ports, the inlet ports at the uppcr endof the cylinder being staggered or, offset relative to the inlet ports at the lower end of the cylinder and the ,exhjaustpMtsjbeing similarly arranged, a supply chamber communicating with said inlefipbrts and an exhaust chamber dnpmunieating with said exhaust ports, wherliyil-ive'ga'sisupplied to either end of the cylnder, a d .the gases escape from either end of saidlcylindcr, a piston reciprocating in said cylinder, a ro-' tary valve sleeve liaving ports at either end controllin ports of t e. cylinder; and medmiior'fltuating said piston andrretating' sa1d- -'sleeve in properly time rel'ationaf 4 it 8. -In' a four-cycle gaei ngjae, thejcgmbl- 1 Fag n-gilt inde h mug? inlet meas res each end, a sup a lusionsve- 4 i nationwithza plural inlet nesthetist-parts at a h feud; nnu r inlet and exhaust. clid thllers.surroifndingsaid" ports, sta' geredgjiai'tition walls 'idiividing said cha n ers whereby the inlet ports com-' said inlet ports .and exhaust .i "ta -Hawk uexhaustimrt municate with the inlet chambers and the exhaust ports with the exhaust chambers, a valve sleeve rotating in said cylinder and having p'ortscoiiperating with said cylinder ports, a piston reciprocating in said sleeve and means for actuating said piston and sleeve in properly timed relation relative to each other. I,

10. Ina four-cycle gas engine, the combination with a cylinder, having a series of alternately -disposed inlet and exhaustv ports at each end of the cylinder, a gas supply chamber communicating with the inlet ports at each end' of the cylinder, at discharge chamber communicating with the exhaust ports at each end of the cylinder, :1 piston reciprocating In said cylinder, :1 rotar valve sleeve having ports at each end of t e cyl' inder adapted to register with the inlet and exhaust ports in said cylinder, the upper inlet ports of the cylinder being ofl'set or staggered relative to the lower inlet ports, and the exhaust ports being similarly arranged and means'fo'r actuating said piston and rotatin said sleeve in timed relation.

11, In a v our cycle gas engine, the combination with a:cyl1nder; having a plurality of inlet and ,exhaust'ports at the upper ,end of the cylinder, and 'a lurality of inlet and exhaust ports at the ower end of said cylinder, an annular sleeve rotating in said cylinder and having ports co'iiperating with the ports in the cylinder, a head secured to the upper end-of the cylinder-and having an annular extension fitting within said sleeve and a split sealing ring interposed'between said annular extension and ahead, saidiextension and rin having ports communicating with the a Jacent ports of the cylinder a piston reciprocating in said sleeve an means for actuating said 7 iston and rotating said sleeve in proper y timed relation relative to each other.

12." In afour-cycle as engine, the combi; nation with n cylih er provided adjacent its lower end with mainnlet and mam ex- :1 lnlct and exhaust ports, a supgasto the cylinder her, communicating d coiiperatin g .rol; mg said sleeve a properly timed at. similarly disposed supplemental inlet andj exljaust; orts'at its upper end, a piston imgaidcylind er', a rotary valnc sleeve interposedb'etween the outer wall of the piston 5 a communicating, with said inlet s low i'r end and a series haust ,portsflmd adjacent its upper end with wpiston, in said means for actuatin of circumferentially extending in ct and inner wall of the cylinder, said sleeve havin ports at its upper and lower ends and a aptedto register with the respective inlet and exhaust ports of the-cylinder, a crank, casing, a crank withinsmd casing, means ,for connecting said iston to the crank and reduction earing or-conne'ctin the lower end of said sleeve to said cran whereby said piston and sleeve are operated in positive timed relation.

14. In a gas engine, the combination with a cylinder having at. each'end a lurality orts and aeplurality of similarly arran e exhaust ports alternately disposed re atively to said inletgmrts and all arranged in pairs s aced equi istant apart, a rotary s eeve provided at each end with a series of cod crating orts equal in number to one-ha f the corn ined number of inlet and discharge ports at the adjacent end of the cylinder and cylinder, a piston in said said piston and rotating said sleeve in t med relation.

' Ina gas engine, the combination with 'a cylinder aving a plurality of valve a cylinder having a series of circumferen tiall'y disposed and equi-spaced apart inlet erly' timed relation.

16. In a as engine, the combination with alternately arranged inlet and exhaust ports at its uper end and a series of exhaust ports at its ower end, a rotary valve sleeve having ports at its upper and lower ends cooperating with said cylinder ports, a iston reciprocating in relation to said s eeve, and means for actuating said piston and sleeve in timed relation.

MARTIN L. WILLIAMS. Witnesses:

EDWARD H. WILLIAMS, J. G. WIGGINB. 

